Chapter 3
Financing Our Future
Financing Our Future
How we’ll pay for the Regional Plan
Paying for the Regional Plan
San Diego Forward: The Regional Plan (Regional Plan) is ambitious. Over the next
35 years, through 2050, the Regional Plan projects that about $204 billion in local,
state, and federal tax dollars will be available to build a comprehensive,
interconnected transportation system that provides choices. SANDAG is working
creatively to leverage available funds in order to maximize every dollar. Even so,
there is a finite amount of anticipated funding available over the next three and a
half decades. As we mentioned at the end of Chapter 2, this chapter, Financing our
Future, and the appendices it references comprise the financial element of the
Regional Plan, as required by law.
Where Our Transportation Funds Come From, and How
We Can Invest Them
Federal law requires
SANDAG to develop a
Regional Plan built on
reasonable
assumptions of the
revenues that will be
available during the
time period covered
by that plan.
Building a transportation system we can afford
Federal law requires SANDAG to develop a regional plan built on reasonable
assumptions of the revenues that will be available during the time period covered by
that plan. While we’re anticipating around $204 billion over 35 years, we don’t
have all the money right now. Also, a majority of the funding sources are tied to
certain types of projects (for example, transit infrastructure or highway operations
and maintenance) and we don’t have the authority to interchange them. These
constraints come with specific provisions from Congress or the state Legislature. The
“revenue constrained scenario” for transportation investments detailed in our
Regional Plan plays by those rules. It’s what we can do given the budget we project.
From this point on, we’ll refer to the “revenue constrained network” as our
investment plan for transportation.
Figure 3.1
Major Revenue
Sources
$204 billion in Year of
Expenditure
Figure 3.2
Phased Revenues
$204 billion in Year of
Expenditure
20142020
(8%)
TransNet
13%
2021
-2035
(29%)
Local
35%
State
34%
Federal
18%
105
20362050
(63%)
Chapter 3:: Financing Our Future
Our investment plan will be funded by a combination of local, state, and federal
revenues. Local funds make up 48 percent of the total projected revenue, state
funds make up 34 percent, and federal funds amount to 18 percent (Figure 3.1).
Because funding will not be available all at once, projects will be constructed as the
money becomes available. This is shown in Figure 3.2.
Table 3.1 outlines income sources within each revenues category. All revenues have
been escalated to the year that the money will be spent, and they are based on the
escalation factor appropriate for that specific revenue source. 1 It should be noted
that the Regional Plan includes assumptions for new fund sources at the local, state,
and federal levels. These include a potential new “Quality of Life” sales tax measure
collected and managed at the regional level, fees charged for the number of miles
driven by cars and trucks, and new gas taxes. While the actual timing and amount
of these new fund sources may vary from what is assumed, given how new fund
sources have been approved at various times over the past several decades, it is
reasonable to assume that new fund sources will continue to be established in the
future. None of the new fund sources are assumed to begin prior to 2020, but they
would be required in order to complete all of the projects in the Regional Plan.
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106
Table 3.1
Revenue Sources
Estimated Revenues (in millions of YOE dollars)
FY
FY
FY
2014-2020 2021-2035 2036-2050
Total
Local
TransNet
$1,796
$7,454
$13,573
$22,823
TransNet (Bond Proceeds)
$1,257
$1,870
$405
$3,532
Transportation Development Act
$1,019
$3,695
$6,729
$11,443
Developer Impact Fees
$191
$438
$393
$1,022
City/County Local Gas Taxes
$871
$1,903
$2,438
$5,212
$1,990
$5,942
$9,257
$17,189
Future Local Revenues for Transportation
$169
$3,727
$6,787
$10,683
Toll Road Funding (I-5/I-15/SR11/241)
$494
$0
$7,454
$7,948
$5
$119
$192
$316
$48
$337
$1,274
$1,659
$933
$4,776
$9,554
$15,263
$56
$147
$198
$401
Prior Year Funds in Regional Transportation Improvement Program
$410
$111
$0
$521
Subtotal
$9,239
$30,519
$58,254
$98,012
$67
$248
$617
$932
State Transportation Improvement Program
$262
$939
$2,338
$3,539
State Transit Assistance Program
$175
$451
$694
$1,320
$1,334
$4,587
$9,529
$15,450
$128
$4,380
$6,219
$10,727
$97
$895
$1,343
$2,335
Transportation Bond/Infrastructure Programs
$263
$4,138
$8,127
$12,528
State Managed Federal Programs
$403
$1,397
$2,905
$4,705
General Fund/Miscellaneous Local Road Funds
Public Private Partnerships/Transit Oriented Development
FasTrak® Net Revenues
Passenger Fares
Motorist Aid Services - Call Box Program
State
Active Transportation Program
State Highway Account for Operations/Maintenance
Future State Revenues for Transportation
Cap and Trade
High-Speed Rail
$0
$0
$17,182
$17,182
Prior Year Funds in Regional Transportation Improvement Program
$254
$0
$0
$254
Subtotal
$2,983
$17,035
$48,954
$68,972
Federal Transit Administration Discretionary
$875
$4,315
$1,616
$6,806
Federal Transit Administration Formula Programs
$697
$1,827
$6,254
$8,778
Congestion Mitigation and Air Quality/
Regional Surface Transportation Program
$485
$1,496
$4,605
$6,586
$4
$37
$86
$127
Other Financing (Grant Anticipation Notes)
$547
$0
$0
$547
Future Federal Revenues for Transportation
$184
$3,270
$5,377
$8,831
Federal Railroad Administration
$39
$467
$787
$1,293
Corridors and Borders Infrastructure/Other Freight Funds
$23
$842
$2,287
$3,152
Prior Year Funds in Regional Transportation Improvement Program
$305
$14
$0
$319
Subtotal
$3,159
$12,268
$21,012
$36,439
$15,381
$59,822
$128,220
$203,423
Federal
Federal Highway Administration Discretionary
Grand Total Revenue Sources
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Chapter 3:: Financing Our Future
Also, certain funds can only be used for certain projects. For example, TransNet
sales tax revenue can only be used for specific projects and programs. The same is
true for the state’s Active Transportation Program. Some funds will become
available on a yearly, ongoing basis; others will be delivered in a single payment at
one particular point in time. The timing also can depend on when the state
Legislature and federal government pass their budgets. All this means that
scheduling projects can be tricky. And certainly, not all of the projects in the
Regional Plan can be built at once.
SANDAG, as an agency, has purview over a relatively small portion of the overall
funds included in this Regional Plan, and therefore must continue to work creatively
on how best to leverage the available dollars (Figure 3.3). We have further
constraints on when money becomes available during the lifespan of the
Regional Plan, and we also have constraints on which dollars stay with SANDAG
and which dollars are distributed directly to other agencies to maintain, operate,
and rehabilitate the transportation network. For example, the majority of the funds
included in the Regional Plan are distributed directly to agencies such as Caltrans
and the transit agencies for highway and transit operations and maintenance needs,
as well as the cities and County for their local streets and roads.
Figure 3.3
San Diego Forward Funding Distribution
TransNet
13%
Future Local
Revenues
5%
Regional
Discretion
11%
Other Agencies'
Funds
71%
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108
Our Investment Plan for Transportation: A Brief Analysis
Table 3.2 and Figure 3.4 summarize the nearly $204 billion in transportation
expenditures included in the investment plan. 2 Regardless of which agencies expend the
funds (as described above), here’s an overall breakdown of how this money will be spent:
•
Fifty percent is for public transit (29% for capital projects and 21% for
operations).
•
Fifteen percent is for Managed Lanes and connectors, including those that
support public transit.
•
Thirteen percent is for improvements to local streets and roads and rail grade.
•
Eight percent is for rehabilitating highways and making them work more
efficiently.
•
Six percent is for other highway lanes and connector improvements.
•
Four percent is for servicing debt.
•
Three percent is for projects that promote walking and bicycling 3, as well as
smart growth.
•
One percent is for managing the overall transportation network and the
demands on it to make it more efficient. 4
More than a third of total expenditures is designated for the operation, maintenance,
and rehabilitation of transit, highways, and local streets and roads.
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Chapter 3:: Financing Our Future
Figure 3.4
Major Project Expenditures
Nearly $204 billion in year of expenditures (YOE) dollars
Active Transportation
and Smart Growth
Incentive Program
TDM/TSM
3%
1%
Debit Service
4%
Local Streets
& Roads, and
Rail Grade
Separations
13%
Managed Lanes &
Highway Operations/
Maintenance
8%
Highways &
Connectors (Capital)
6%
Transit Capital
29%
High Speed Rail
Managed Lanes &
Connectors (Capital)
15%
San Diego Forward: The Regional Plan
Transit Operations/
Maintenance
21%
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Table 3.2
Major Expenditures by Mode
Estimated Expenditures (in millions of YOE dollars)a
Project Categories
FY
FY
FY
2014-2020
2021-2035
2036-2050
Total
Transit Facilities
Major New Facilities
$2,558
$10,752
$15,469
$28,779
$680
$3,742
$7,341
$11,763
$2,657
$12,056
$24,552
$39,265
$266
$1,206
$2,455
$3,927
$0
$0
$17,182
$17,182
$6,161
$27,756
$66,999
$100,916
$2,344
$9,476
$17,813
$29,633
$306
$224
$8,931
$9,461
Managed Lanes Connectors
$14
$888
$503
$1,405
Freeway Connectors
$72
$1,025
$265
$1,362
$1,334
$4,587
$9,529
$15,450
$4,070
$16,200
$37,041
$57,311
$3,180
$8,573
$14,857
$26,610
$3,180
$8,573
$14,857
$26,610
$863
$3,834
$4,477
$9,174
$863
$3,834
$4,477
$9,174
$121
$352
$533
$1,006
$0
$0
$720
$720
Active Transportation Program
$588
$1,716
$2,597
$4,901
Transportation Systems and Demand Management
$398
$1,391
$996
$2,785
$1,107
$3,459
$4,846
$9,412
$15,381
$59,822
$128,220
$203,423
Miscellaneous Capital/Rehabilitation/Replacement
Transit Operations
ADA and Specialized Transportation Services
b
High-Speed Rail
Subtotal
Managed Lanes and Highway Improvements
Managed Lanes
Highways
Operations / Maintenance / Rehabilitation
Subtotal
Local Streets and Roads (Capital, Rehabilitation, and Operations/Maintenance)
Local Streets and Roads
Subtotal
Debt Service
Debt Service
Subtotal
Active Transportation/Systems Management/Demand Management
Smart Growth Incentive Program
Regional Rail Grade Separations
Subtotal
Grand Total Cost
a
Year of Expenditure (YOE)
b
ADA and Specialized Transportation Services costs represents 5 percent each of the total transit operations cost (10 percent total)
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Chapter 3:: Financing Our Future
The Regional Plan’s major funding sources
Local Revenues
TransNet Half-Cent Local Sales Tax
The county-wide transportation sales tax TransNet, which was first approved in
1987 and expired in 2008, implemented major transit and highway projects. It also
funded improvements to local streets and roads, as well as, bike and pedestrian
facilities. In November 2004, San Diego County voters approved an extension of
TransNet to 2048. The TransNet extension became effective in April 2008. The
revenues included in the Regional Plan are based on actual receipts to FY 2014, and
they assume an annual increase based on the growth in taxable retail sales as
projected by the SANDAG Demographic and Economic Forecasting Model (DEFM).
The county-wide
transportation sales
tax TransNet, which
was first approved in
1987 and extended in
2004, implements
major transit and
highway projects.
The amount estimated to be available through 2050 is two years beyond the
current expiration of 2048; however, there is an assumption that the sales tax
program will continue to be collected beyond 2048.
To make the program’s benefits available more quickly, the SANDAG Board of
Directors approved jump-starting several regional transportation projects by
implementing the TransNet Early Action Program (EAP). The agency has issued
bonds under the TransNet extension that so far amount to about $1.5 billion. These
bonds support the accelerated delivery of major transit and highway projects across
the region. The EAP strategy is to borrow against future TransNet revenues, in order
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112
to leverage additional federal and state funds. The goal is to complete these
projects early, and give people more travel choices as soon as possible.
The goal is to
complete these
projects early, and
give people more
travel choices – as
soon as possible.
The TransNet extension includes some added features over the initial program. It
supports an innovative $850 million environmental mitigation program to offset
biological impacts of future transportation improvements while at the same time
reducing overall costs and accelerating the delivery of projects. The extension also
provides for a $280 million smart growth incentive fund. In addition, another
$280 million are slated for bicycle paths and facilities, pedestrian improvements,
neighborhood safety projects, and the Regional Bike Plan Early Action Program.
These funds are leveraged to access other funding sources.
Developer Impact Fees
An element of the TransNet Ordinance requires the region’s 18 cities and the
County of San Diego to collect an exaction from the private sector for each new
housing unit constructed in their jurisdiction. The Regional Transportation
Congestion Improvement Program (RTCIP) has been in effect since July 1, 2008.
SANDAG adjusts the minimum fee amount on July 1 of each year, based on analysis
of construction cost indices. But it’s no less than 2 percent. The purpose of the
adjustment is to ensure that RTCIP retains its purchasing power to improve the
regional arterial system. At its February 27, 2015, meeting, the SANDAG Board
voted to increase the fee to $2,310 beginning July 1, 2015.
Transportation Development Act (TDA) Quarter-Cent Sales Tax
By state statute, TDA funds may be used for transit operating or capital purposes,
but they are not eligible for use on non-transit-related improvements to highways or
local streets and roads. Future year estimates are based on the same growth in
taxable retail sales as projected by DEFM as is done for TransNet.
Local Gas Tax/General Fund
The local agencies receive direct subsidies from the state in the form of gas tax
subventions. These subventions are based on a formula derived from the Assembly
Bill x8-9 (Evans, 2010) (ABx8 9) fuel tax swap, which considers future fuel
consumption, the federal tax rate, and the swap rate. Due to the continued
improvement in fuel efficiency in vehicles, the average growth rate for this program
is about 1 percent over the Regional Plan period. General funds are road
expenditures the agencies spend from their general fund or other local revenues.
The data is derived from the annual State Controller’s report, and it’s estimated to
grow by about 3 percent per year.
Future Local Revenues
A provision in the TransNet Extension Ordinance specified that “SANDAG agrees to
act on additional regional funding measures (a ballot measure and/or other secure
funding commitments) to meet the long-term requirements for implementing
habitat conservation plans in the San Diego region, within the timeframe necessary
to allow a ballot measure to be considered by the voters no later than four years
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Chapter 3:: Financing Our Future
after passage of the TransNet Extension.” A component of the future ballot
measure is to fund transit operations. The SANDAG Board has periodically
reassessed the timing of a new measure since the passage of TransNet, and has
amended the particular section of the Ordinance to extend the deadline from 2008
to 2016. Using the existing TransNet program as the basis for estimating revenues,
the assumption is that a quarter-cent of the sales tax would fund transit projects.
These revenues are assumed to begin in 2020. The rate of growth assumed is the
same as with TransNet and TDA.
Passenger Fares
These revenues are what passengers pay to ride on public transportation, and they
help support transit operations. The revenues are assumed to be available through
FY 2019, and are based on the short-term budgets as estimated by the two transit
agencies – the North County Transit District (NCTD) and the Metropolitan Transit
System (MTS). The farebox recovery ratio, assumed at 35 percent, is continued
through the life of the Regional Plan.
Other Local Revenues
Other locally generated revenues include toll road funding, public/private
partnerships, FasTrak revenues, and motorist aid services. Toll road revenues are
based on the planned Managed Lanes and would help off-set operational costs and
transit services.
State Funding
State Transportation Improvement Program
State funding for transportation improvements comes from taxes on gas and diesel
fuels, truck weight fees, and other sources. These funds are distributed by the state
to the region through the State Transportation Improvement Program (STIP), which
is administered by the California Transportation Commission (CTC).
Beginning with the 1998 STIP, a greater share of the STIP was made available to
regional agencies such as SANDAG. This gave them the flexibility to better
determine how funds should be used. Overall, transportation funding has fluctuated
significantly as the economy has gone through ups and downs. For example, the
1998, 2000, and 2002 STIP cycles were built on optimistic funding scenarios, but
these were followed by a severely constrained STIP cycle in 2004.
The landmark transportation infrastructure bond, Proposition 1B, injected much
needed revenues in the middle of the 2006 STIP cycle. With these revenues came
some relief to transportation funding at a time when improvements were badly
needed. This infusion was short-lived, however, as the Great Recession beginning in
2007 led to flat and even declining gas tax revenues. Interestingly, gas tax revenues
also have fallen with the increased number of vehicles on the road that are more
fuel efficient or use alternative sources of energy, such as electricity. All these
changes have impacted STIP cycles from 2008 through 2014. In short, traditional
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114
sources of funding that pay for transportation improvements have not kept pace
with the demands of a growing population and an aging transportation system.
California’s economy has improved in recent years and the state budget has
stabilized, but transportation funding continues to be strained. In its 2014 Annual
Report, the California Transportation Commission (CTC) urged the Governor and
the Legislature to address near-term funding needs to preserve the existing
transportation system. The report notes: “For over a decade the Commission has
implored the Legislature and the Administration to address this dire situation. No
longer do we have the luxury of time; definitive and non-partisan action is required
immediately to ensure the economic stability and public safety of the people we
Traditional sources of
funding that pay for
transportation
improvements have
not kept pace with
the demands of a
growing population
and an aging
transportation system.
serve.” There are a number of options being discussed to augment revenue sources
for transportation. Each comes with both challenges and opportunities for
transportation programs. Some of the options include: mileage-based user fees, toll
pricing, an increase to the fuel tax, an increase to vehicle weight fees, an increase to
other vehicle-related fees, and opportunities for more public-private partnerships.
State Highway Operations and Preservation Program (SHOPP)
The CTC also is responsible for allocating funds to this program that the state
administers. State law requires that these expenditures be given priority over new
construction, and they are funded “off the top” of the State Highway Account.
Caltrans develops a SHOPP ten-year plan from which projects are prioritized and
selected during the SHOPP updates.
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Chapter 3:: Financing Our Future
Transportation Bond/Infrastructure Program
Although the Legislature has failed to pass a comprehensive and sustainable
transportation funding program, it has recognized the need to provide funding.
Historically, the Legislature and voters of the state have passed a number of bond
measures to fund transportation such as the Traffic Congestion Relief Program,
Propositions 108/116, Proposition 42, and Propositions 1A and 1B. Given this
history, the Regional Plan includes a bond measure in the future similar to prior
measures for transportation projects. The funding assumption is based on the
historical share the region has received from these efforts. To be conservative,
revenues begin in FY 2020.
Future State Revenues for Transportation
As noted above, some of the options for funding transportation include a user
based mileage fee. Senate Bill 1077 (DeSaulnier) (enacted in 2014 would authorize
such a fee. The legislation calls for an advisory committee to study and develop
options that can be implemented as a pilot project in 2017. The state of Oregon will
start its pilot program in July 2015, while the state of Washington is reviewing the
potential for a similar program. Other states around the country are studying its
potential as a transportation funding source that may replace or supplement the
current gas tax.
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116
High-Speed Rail
The Governor and the state have committed to building a high-speed rail system.
Senate Bill 1029 (Hancock, 2012) appropriated $8 billion in federal and state funds
to construct the first segment of the high-speed rail in the Central Valley. Based on
the current plan, the system will run from San Francisco to the Los Angeles basin by
2029 in less than three hours. The line will be extended north to Sacramento and
south to San Diego. There is no specific timeline for the San Diego segment, so the
Regional Plan assumes the San Diego segment may be built toward end of the
Regional Plan period. 5
Other State Funds
Other funds administered by the state include the Active Transportation Program for
non-motorized projects, the Cap-and-Trade Program as described in Chapter 2, the
State Transit Assistance program dedicated toward public transit operations and
capital support, and state managed federal programs such as the Highway Bridge
Program.
Federal Funding
SANDAG is working toward the completion of federally-funded transportation
projects, while also seeking additional discretionary funding for improved
transportation infrastructure at the border, major transit projects, and other
transportation improvements. The agency continues to work with regional, state,
and national partners toward the reauthorization of MAP-21 – the Moving Ahead
for Progress in the 21st Century Act. MAP-21, which President Obama signed into
law in 2012, is the first long-term highway authorization bill signed into law since
2005.
SANDAG is
collaborating with
other regional
agencies,
transportation
providers,
organizations, and
associations statewide
to develop a set of
principles for the next
reauthorization of
MAP-21.
SANDAG is collaborating with other regional agencies, transportation providers,
organizations, and associations statewide to develop a set of principles for the next
reauthorization of MAP-21. The effort to build support for these principles
continues, so that California can present a clear and unified position as federal
legislation is developed. It remains unclear when MAP-21 will be reauthorized.
The Highway Trust Fund, which is the source of most federal funding for the
nation’s roads and transit infrastructure, has seen revenues fall short of
expenditures for more than a decade. Drawing down trust fund balances and
transferring money from the general fund have served as temporary fixes, but these
measures have not addressed the underlying challenge of declining revenues from
the federal fuel excise tax of 18.4 cents per gallon on gasoline and 24.4 cents per
gallon on diesel fuel. The Congressional Budget Office projects that, without
reforms, shortfalls in the Highway Trust Fund will grow to $162 billion over the next
ten years. As with the state funds, the Regional Plan assumes several potential
options, such as an increase in the federal fuel tax on gasoline.
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Chapter 3:: Financing Our Future
While these efforts are underway, the Regional Plan assumes continuation of the
various funding programs as well as new federal revenue sources based on the
discussions and actions by Congress.
Federal Transit Administration Programs
The Regional Plan assumes that the formula programs – Sections 5307, 5337, 5339,
5310, and 5311 – will continue. The majority of these funds are passed through to
the two transit agencies while others also are passed through to social services
transportation providers. The Regional Plan also includes assumptions of
discretionary funding for both large scale projects under the New Starts Program as
well as smaller projects under the Small Starts program.
The Regional Plan also includes the use of Grant Anticipation Notes (GAN) backed
by the Federal Transit Administration (FTA) New Starts Program specifically for the
Mid-Coast Trolley project. The project is rated very high in the New Starts Program
for FY 2015. Due to the anticipated long duration to fully appropriate all the New
Starts funds, SANDAG plans to securitize the FTA funds in order to complete the
project.
Federal Highway Administration Programs
As with the FTA formula programs, the Regional Plan assumes the continuation of
the FHWA formula programs, which include the Congestion Mitigation and Air
Quality Improvement program, and the Regional Surface Transportation Program.
Discretionary funds are not included in the early years; however, the Regional Plan
assumes these funds would become available after 2020.
Future Federal Revenues for Transportation
Like California state legislators, federal lawmakers continue to discuss approaches
for a long-term, sustainable transportation bill. The federal gas tax has not been
increased since 1993 and has not been indexed for inflation. As a result, the
Highway Trust Fund has been running on empty. Congress does recognize the crisis
and various proposals have been introduced and discussed. In the meantime, the
Regional Plan assumes a potential increase to the federal gas tax, beginning in 2020
will be conservative.
Addressing Potential Funding Shortfalls
Planning for investments funded with anticipated income can be challenging.
Table O.1 in Appendix O: Transportation Financial Background reviews each
revenue source, the risks associated with relying on them for projects, and what can
be done if anticipated revenues fall short. Although the revenue forecast is based
on trends for existing revenue sources as well as reasonable assumptions about
potential changes in the future, from time to time there are significant changes that
cannot be easily predicted. These include economic downturns and the approval of
new funding sources. Fortunately, the plan is reviewed and updated every four
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118
years to take into account these changes, and to make the necessary adjustments to
the timing and availability of revenues to pay for all the projects in the Regional Plan.
Future Needs
What if our region had an unlimited budget? SANDAG considered this too, in order
to get a clear-eyed view of what the region is actually expected to need in the years
leading up to mid-century. This ”Unconstrained Needs Analysis” provided a cost
estimate for additional projects, programs, and services that would meet our
transportation demands through 2050. This included the costs for operating,
maintaining, and rehabilitating the transportation system regionwide. Obviously,
this would cost more than our actual investment plan, but it’s worth looking at
because it shows the total actual needs for the region (See Table A.4 in Appendix A:
Transportation Projects, Costs, and Phasing). 6
Looking Ahead
In the next chapter, we’ll review the tangible benefits of the Regional Plan, many of
which come from the transportation, smart growth, and environmental mitigation
investments discussed in Chapter 2. These are benefits for people throughout the
region, regardless of where they’re from, their economic circumstances, or their
background. Our Regional Plan was created to achieve gains across our region,
enhancing the quality of life for all of us.
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Chapter 3:: Financing Our Future
Endnotes
1
For more details about each source of funding, see Appendix O: Transportation Financial Background.
2
List of Projects in our investment plan can be found in Appendix A: Transportation Projects, Costs, and
Phasing.
3
Active Transportation Program includes: Regional Program, Local Bike Projects, Local
Pedestrian/Safety/Traffic Calming, and Safe Routes to School.
4
For a more detailed breakdown of the Transportation Systems Management and
Transpotation Demand Management expenditures by phase, please see Appendix E.
5
Although High-speed Rail (HSR) is not a proposed Regional Plan project, since its funding and
implementation will be determined by the State of California rather than by entities within this region,
its revenues and expenditures are included in the Regional Plan because the HSR segment between
Los Angeles and San Diego, via the Inland Empire, is expected to provide connectivity for the
San Diego region with the rest of the state and the project. Therefore, it is an integral part of the
planned transportation infrastructure for the region.
6
A list of these unconstrained projects is shown in Appendix A.
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